DE2116655A1 - Tanker for the transport of liquefied gas - Google Patents

Description

Tanker for the transport of liquefied gas

The present invention relates to tankers for carrying liquids, and more particularly to externally insulated ones Tankers for liquefied natural gas in which the ship preferably has a single outer skin which is internally stiffened in the longitudinal and transverse directions, the holds are divided into tank compartments by longitudinal and transverse bulkheads, while the outer skin of the ship represents the outer boundary of the tank.

It is well known that the water transport of liquid natural gas is a radical departure from around atmospheric pressure has required the usual tanker designs. Since at gas liquefaction temperatures, the steels usually used in the construction of ships ■ become so brittle that they no longer retain structural strength, the

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Most design efforts are directed towards the development of satisfactory tank systems to separate the liquid gas charge to be recorded by the ship's structure.

To be increased by the problem of brittleness of mild steel, a number of different structures for independent, self-supporting _r self-contained or membrane tanks have been proposed. However, these previous solutions have proven to be relatively "unsatisfactory, since they not only require a ship for liquefied natural gas, which is three or four times as expensive as an ordinary tanker of the same capacity, but this ship is also of the integrity of a majority of Dependent on isolation barriers and warning systems for its structural safety, and in the case of membrane tanks, the imprint rises as to how long their shelf life is.

In the novel construction and arrangement of the present invention, in conjunction with the low temperature application, a nickel alloy steel or similar material is used for the hull of the ship for the entire cargo section or center portion of the ship. Since nickel steel has mechanical properties at G-as-liquefaction temperatures that are far superior to those of ordinary structural steel, numerous problems that complicated the previous tankers for liquefied gas are circumvented here. A ship's hull made of 9 igen nickel steel resists cold brittleness at temperatures of up to -195 ° G. It is therefore itself a suitable container for a cargo of liquid natural gas ;;. This is how 'The need for the arrangement of independent tank holders or membrane linings, of accessibility, trunk insulations and secondary cabinets, is eliminated. A typical ship construction using an externally insulated nickel steel hull is described in American patent J _- 28J 734 by GOSMAN, assigned to the applicant. . - 5 • ν'- ', - 109847/0208 ■:' ^: - f ^ l n- ^;

From a structural point of view, the ship described earlier can have a single outer skin which is internally carved out with transverse ribs of intermittent depth. The cargo area is divided into tenk spaces by longitudinal and quei bulkheads, with the outer skin of the ship forming the outer tank boundary. The main and stern sections, which are at room temperature, are merged with the cargo or middle section, which is at the temperature of the cargo. With such a "union of the bow, the stern and the loading or middle section, it is crucial that the sections are connected to one another in such a way that the end line of the tanker hull is essentially at room temperature. The G-OHiAIi- Patent no Ki describes ¹ Gtel, can be effected with the aid of this connection. are If an outer skin armor is provided between the hot and cold sections ;, provided without Kittel for limiting ieo thermal gradient, thermal Beanspruchungenj will exceed the Eonstruktionsbelastung of the ship's structure and cause undesirable damage, for example a distortion of the construction and the like.

The present invention describes; a construction and a Arrangement in which the entire ship's hull consists of a composite

at
hanging skin 'similar to conventional ships, but with temperature transition areas or dams provided at each end of the tank section. TJm.-the. Tensions caused by thermal conditions, which arise between the cold hull or the central part and the warm hull at each end of the ship, are within limits: the armor of the outer skin at the transition points is so -..-, probably from the inside as well as from insulated on the outside to reduce the temperature gradient. At the same time, the construction is reinforced to absorb the stresses that arise. The points of temperature transition necessarily arise from the "fact that when the ship construction described above is used, the outer skin of the ship part containing the cargo is no longer at room temperature - like this one

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This was the case with the oislicer construction, since the ocliiffs ruEuf '■ :, vlo; -; t a: outer limit for the "cargo traK'.ndc bchiffertil represents.

Ea can be clearly seen that? - the preceding conception. ■ tcioracurr, numerous parts of the gate compared to the 'earlier unc bisnor ie j & brsuaa. Arrangements for the transport of IIi: x; r..a: i, ^ tii- ^ lsn ,. liquid propane, melted en on ochweftl and ^ Ji '., cr ^ ri K- :. teri alien ,, offers, at temperatures -the or higher iii'iCi-'iiV'o.r · than the ambient st emp he ature Video-! The use of T _o nr ^ rsturübergangsbereichen ,, as in _vo rl i eg end en xirflnounr provided ^ -n, enables the üiransp-place of cargo bsi ö'jnr low and very high temperature in a similar way, viii uics-r during transport; of charges bsi Zirmertemr-erature "gosciiic'ö liie neu'e -.. the construction and arrangement provides greater in essentially 4o Yo Ladungskapaaität at given) ochiffsa ~ Dmessung.cn as the presently known designs this case has a according to the present invention Constructed ship eir: sn actually safer ochii'fsruiapf, which is free from structural defects, as they can be caused by high thermal loads.

Accordingly - it is an aim of the present. Invention, an ochiff for the! transport of liquid cargo, aas a new kind of Construction and a corresponding structure for .upright maintenance of room temperatures in the bow and stern sections of the ship, while in the middle section of the ship's hull s & 'tL'ie. temperatures, the charge prevail.

Another object of the invention is to create an exterior insulated tanker with a swamp that is the perimeter des Ladsab'sciinitts, where Tempera.turüber ^ gangway areas at the front and rear of the, hold or Central part are provided in order to avoid the thermally caused loading

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AnSprucmrrigeii at the junction between the bow and the stern section au diminish. ".

With these and other objects in mind, it will be apparent from the following description that the invention can achieve the Combinations and arrangements concerns as they are in the present preferred embodiment of the invention shown are. JJi.; Se is largely described in detail below, c.ass them dan if achmann in. the situation that .Function, the mode of operation, the construction and the advantages of the invention when reading in connection with t-Len enclosed Drawings spawn to understand.

x ^jl igur 1 it: t a schematic longitudinal section of an externally insulated tanker according to the invention;

Jj'igur 2 is a schematic plan view of a '. Tanker after ü'igur 1;

i'igur 3 is an enlarged cross-section of the new improved '^ Anchoring structure, essentially along the Line 3-3 in -ö'igur 1. This section explains details of the 'femi) eraturübergaiigsgebietes j

j? igur μ- is a glazed cross-section through the transitional gobist, substantially along line 4-4 in FIG

Ji'igur 5 is an enlarged cross-section, generally longitudinal the line 5 ^ 5 in i'igur 2, the details of the outer Isolation reveals.

Referring to the drawings, the present invention will be explained in i'iriur 'i exemplifies a well-known outwardly isolated on i'anker representing a body made of a ship Nickolütahl ^ lattor · in oein ^ em middle part possesses. One completely he-5 and more in-depth explanation is in the. American patent 3 2o3 734 from (K) HEM on this.

Jjas l'ijnkschiff generally consists of a hull M -6-

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a drive system P and a deck structure c-, dio as shown are arranged. The front part of the body or bow '.o. and ier rear part of the fuselage or the stern '' - are like something like that V / calibration steel plates and mild steel reinforcement parts riirrjoit; !! ■■ ;. As shown in i'igur 1, the front and rear Swamp parts Io and 11 each time, as is typical of such ocniffs is included 'ballast tanks' IJ and 14-.

According to the teachings of the invention, as it is divided up in the GORMi ₁ Ii-P a "G, the middle part 12 of the ship is made of metal plates which have physical and mechanical properties that are relevant to the cargo in question, which are ' Yes, the main requirement for a container of liquefied gas is a suitable fracture toughness of the hair at the working temperature, should the plate material for the middle part advantageously consist of a hick steel, i.e. in the main part 9? »■ ITiekel Contains, as this is described in the above mentioned GOSHiIi-Pat ent. The loading or auxiliary part of the ship can be divided into a large number of individual Laaebeiiäl-outer 16 to 27 by inner bulkheads 26 and longitudinal bulkheads 29. It is completely surrounded by a suitable wall insulation material 5σ- or clad on the outside. and the like, made of a material such as nickel steel, it should be pointed out that in the case of other products with low temperatures, such as liquid propane gas, an ordinary steel quality is sufficient for the containers, while on the other hand for products with high temperatures a normal steel quality is sufficient for ... ship hulls%

The present invention describes an arrangement for cleaning up the bug lo wan. of the lake 11 with the middle or loading part 12 of the ship's hull In such a way that the

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cen tilers! seer stresses are limited. As shown in Jö'iguren 1 and 2, a specially constructed K-offer dam or a temperature transition area 15 of the ship's hull is inserted between the front and rear parts and the middle part, which is made in the same way from specially suitable motorized oil slats. An outer insulation Jo is attached and extends on the outside of the smock 12; Calibrate over the plates in the transition part '· 5 · As on the tester. ·. .,., ^ iju_; "■ ::. Is it possible to reduce the thickness of the Ico-II: ru ::.;: _ ,.: ve.? .uu. behind the middle part ''"2 until it ends at the outer & 12.3 / jicj ubirgangteils' .5 ·. The outer skin is in the area j-cc υ ο, ν j a _ :. j.: · part s as well isolated from the inside, as this is shown in 4 "jc -_ ^; e .--- üellt, in a similar way as in = ci;? i .. \. "", J .. ^: ".: J11o: i with decreasing ot'är.ci. ^ Ie foremost and hJUrc-er ^ t on.-i ^ u ^ r. Bulkheads of the loading part isinJ. Also isolated, wi · -; .iese3 shown within the transition area at 42 i._ ^: ~. J'i-j ".. ¹ j cheek; the 3ins -. lh.eit en. ier isolation arrangement i: _: LO .'- r-jrc ^ jogebi.rt, which is located at the stern di.3 c ^ hi-ffs _/ and ei-ij; L! I_ilicli =. ". Iven ^ truktioii is provided in the ü" b-3rgar_g? Area. ¹ Ii ^ -I, cc, -J am oel'-iffsou-: is located. _, cX * _-_ ο L »I_. ■ - o ^ __ w .λ-Iuj. vj-LLa Cl-. -Ilex u wjv j- OX 1 ---, C ^ lIi-VJ. JJiwiiuc UCJoU j; ^ jj

v; elc: ioe eiiie cellular structure of separate or interrelated in Terbine.ung has cseiling cavities, v / ie e.g. Pol ^ mrethaii. The outer- I ^ cllenmc is covered by an outer; eral covering layer woscliütat ;, aie from a material or a combination of such Materials must have the appropriate elasticity, toughness and length and ^ 'show your resilience if they are over the ochaumschioht are arranged. Figures 4 and 5 explain -more in cross-section the above-mentioned details the insulation. The outer. Protective layer 14. can be more common Way to be sprayed on and can be made from a suitable g-ummivercinduiig, such as butyl rubber or rleoeren. Likewise are

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and- suitable for polyurethane. -H-ns-telledesseii can di: - Cover layer made of a (protective material, such as a Hard fabric made of iJylon and phenol, or made of aluminum fiber, reinforced layer fabric or a reinforced rubber bonded, like neoprene, as just mentioned.

As bexn-vc explained above, - in an ochiff that has a j-ic-ci or ouni, in which the "hull is the outer boundary of the j-ia ^ he receives, the bow and sterna" bteilo Io and 11, cov: or_i'7 · .. correspond to the usual T-anchor construction and consist of be: "tem haterial, with the -bademittolteil Yd. connected in this way, dar. within all ropes of the .ochii'fr; enaen the ^r ieiav: ratur: a asr environment: in the right v / erdon.At the iaiorö.-ntüi ^ riacn for rulers: for example internal temperatures

half the Laae "uankgebist; it -von. -162 ⁰ U, while the close!

End parts temperatures. of + $ E ° G. Accordingly, I can switch the <^ outer bulkheads 32/32 ' ^l on either side of the' Pem_, eratur-

ο 'J} temperature differences ■ from annähoriia 2.oo > J

appear. JJex * The purpose of limiting the thermal stresses that normally occur as a result of such ^ eKi _x . ^ R ^ üurcxiTerenzen, will be hastened by reducing the cal'Cen tank and the warm-in., iteile.n do-s achieved. The steeper the temperature gradient is, the greater the possibility of the occurrence of excessive stresses that lead to structural defects in the ship's hull. By limiting the heat transfer to the Lisseri skin; in the transition s ζ one the temperature gradient is stretched and thereby reduced in ^{its 1 jiSoSe.} The preferred arrangement for achieving a transition from the loading part to the ends is shown in the drawings, especially in Pigur 3. Accordingly, the entire ship's structure is constructed from a coherent outer skin, similar to that of conventional ships, but in addition there are temperature transition areas or dams at each end of the central part 1H which carries the cargo. The ship's hull in the transitional

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! is landscape from the inside 'at 41 and isolated from the outside such that the temperature gradient cold located between the to about -162 G ", dtahlrumpf aes central part and the relatively warm au; J o-twa - \ - ^ ä ° 0 located sump The inner insulation is arranged in such a way that it dries out in the longitudinal direction of the ship over the full length of the transition area, ie between the transverse bulkheads $ 2 'and r> 2 " The arrangement creates a regulated heat transfer to the outer skin, as a function of the distance from the cold steel of the middle part. i) By the fact that a rapid rise in temperature in the structure of the hull is excluded, there are strong and rather mixed stresses that would otherwise affect the construction - "b.3 at ο, .rucheil would be avoided. As shown, the insulations extending in the Jiang direction end in a tapered shape on both the inside and the outside. The arrangement; he tapered insulation ng allows a gradual transfer instead of a jlö'calichen vfiiriacil transfer, as this would be the i'all if no rejuvenation were made. In this way, the unfavorable 3 high frequency of stresses in the vicinity of the Hittel "ceils dos» icJtLii'fo, which represents the loading area, are excluded. The insulation 42 is also arranged along the outside of the transverse bulkheads J2 '. Dor xiuiirpf is constructed in such a way that it is structurally jii ji '.- restrictions, such as three-axis "connection points, fx-oi, ύο that it is able to withstand reduced thermal stresses in addition to stresses that are" caused by longitudinal bending and local loading. - 1) 1.3 Insulation can be attached to the hull and the '^ uerscriott'; !! duroj-i. Οχ.i Kami "boii: _>i.jl;jweis3" by spraying on or by a ort-. Lio-i -i'v-Q AufucrLauiauiKjspiOzoau can be attached, or the insulation can also consist of blocks, for example panels made of balsa wood odor Jchauinstoffblocken, and can be attached to Ovb and Uta lie with the help of suitable b'il.

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When proceeding with the description, it should be apparent that

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the new and improved construction of the iianksciilff according to the invention - has significant advantages over the usual ^T ™ eic ε.: ·: · Vcni ship itself can be taken without having to pass it through a plurality of barriers, independent bsh & ltsr, loi'ferdämHc, access rooms-and dergleiciieii separated i; jt. Five? Aor greatest advantages is the significant Increase sa load ± ia ^ azitcit at UlSi ⁰ ^ - ¹³ D- ochiff sbenies sung en. Moreover, extraordinary savings are made by the use of chemical. Isoli-irvi .; on the relatively smooth outer surfaces acc ocl'-iffr: - rump it ancuatt cn the inner surfaces achieved, dl '.-.

It should be noted, aa £ the erläuOer here ^r e spezieile construction and disorder just a Favor-üe üucfUhrungsfonr: darstellr - and ia £ certain changes to it before g-werc.eikönn.en s enormously ,. without departing from the clear teaching of the present description. i) accordingly, reference should be made to the following claims to determine the full range of protection of the invention. -

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Claims (1)

Αή -y. - Pat Curb to sr. ruche "> J ■ PauliscLifi 'zuil transport before: flOoai ^ er cargo at ui; moGjjiiioiscaD: ii pressure and sexic" cioi.-n temperatures, bc-standc- from c) a bchiffsrum ^ x H, dir a front-G-iil ν o), a backvrö.rti ^ en 'foil (Ίί) "· ΐΐΐα a Hi" G ^- CeI-ΐ · ϋ (.'ü), which the Laduxij "erä ^ -c, v; elcher: .: .in3ZV-it ;;; o; \ io ^ ocn.ct'C3r: (^ .i ¹ ) which. at his -ώ :: · ..:? ιι are cuijjeorc-net, where b) Ii ζ anterior and posterior Kärti-jeii x! Eiie made from Weichs'canl ^ la-cten; are, v.'cbvii c) aer the charge grazing Üeil & .us a PIa ^- Ct; on- :: iat-3rial lio- ^ estelli; is "c, that even at very low ¹ X ¹ J ^ r-jrra" curen yh ^ Giiiaiicohe and mechanical properties : -icii-: n: u: ei..? ind, "ekennseichrc _; "c by the following features: d) in d32i the front and the rear rope are _uer an ^ öorcjicr-: Lofferdärui ^ (^ 5) vorano.en _} which are attached to the i-adung" ürajer.aen "part (. '^ ) andren ;;.: n, where by a heat over ^ an ^ s- ^ one ('"5) between de: - the charge urareiider X ¹ CU and : rx- front and rear part is created, e) V / ärEieiscliefraittsl (3-) ₅ iU at the outer i'luchc dec:.: i "Yaw the charge" Gra ^ eneen. Partly ("2) an ^ ebrach'G cind and extending over the Aui: 3nseit; e der ._uer cii ordered ^ Kofi'erdänme C'o)., And f) more Wärniaisoli.-rQit;" cel (4 ' ,, 42), which is part of the. Inner surfaces of the o;: iiffcrvzxofes K euer su der. Hofferdäimen C> 5) ' ^UIi d are attached to the tyu ei ¹ ε chot part (£ b) at the junction of the loading part (12). 2. Tank ship according to claim 1, characterized ;, da5 a) the thermal insulation means (3o) e.us an organ -12- 0 98A7 / 0208, BATHROOM OFlIGINAL niches foam-like insulating material of low density
exist and b) have insulation protection means (4o),
which represent an outer protective skin, have the appropriate properties in terms of elasticity, toughness, permeability and · fire resistance and protect the foam from harmful effects. J. Tank ship according to claim 2, characterized in that the outer protective layer (4o) made of rubber compounds, such as butyl rubber, or neoprene ,, or nylon-phenol laminate en exists. 4. Tank ship according to claim 1, characterized in that the thermal insulation (3o), which sits on the outer surface, near the outer end of the transversely arranged Cofferdam ends in a tapered shape. 5 »Tanker according to claims 1 to 4, characterized in that a) the cofferdams (15) consist of transverse bulkheads (32 '/ 32'') and that b) further thermal insulation (41) is arranged between the two transverse bulkheads and ends in a tapered shape near the transverse bulkhead, the furthest from that which carries the cargo
Part is removed. ξ>. Tank ship according to claim 5 », characterized in that
that the outer insulating layer (3o) and the inner
Thermal insulation layers (41/42) extend forwards and backwards between the transverse bulkheads and are arranged in such a way that they reduce the temperature gradient and thus the thermal stresses in the ship's hull. 7. Tanker according to claim 6, characterized in that that the thermal insulation (3o / 41) is tapered ends, with the insulation on the inside against the . , .- "- Hull in front of and behind the cargo-carrying" -j * 109847/0208 Part tapers. ö. Tanker with a hull that has a front part (1o) and a rear part (11) ″, as well as one in between ax "- ι
located cargo-carrying part (12), which is separated from the front and the rear part, wherein a) the front and rear parts of the hull consist of mild steel plates, b) the intermediate part of the hull carrying the cargo consists of metal plates, which Have low-temperature properties and strengths which are essentially characteristic of a steel with 9 % nickel content, characterized in that c) thermal insulation (jo) is arranged on the outside of the part of the hull which surrounds the middle part carrying the cargo, and that transverse eider dams (15) are present which separate the part (12) from the parts (io) and (11), d) that χ · * more pus thermal insulation (41) are arranged within the part of the ship's hull which contains the transverse cofferdams, means being provided to reduce the thermal stresses between the cold hull of the ship, the part carrying the cargo and the relative to withstand warm swamp parts at each end. . 9. Tank ship according to claim 8, characterized in that. a) each of the transverse cofferdams (15) sin Transverse bulkhead (32), which has both the transverse Coffer dam as the part carrying the load and that b) thermal insulation means (4-2) are provided on the surface of the transverse bulkhead outside the part carrying the load. 109847 / 020-8 L e r s e i t e